Air-brake for railroad-trains.



E. D. FINLEY.

AIR BRAKE FOR RAILROAD TRAINS.

APPLICATION FILED Auw?. |917.

` 1,276,048. I PaIenIea Aug. 20,1918.

-IIIIIIIIIIWIIIIIIIIIIIII I `l n i-IIIIIIIIIIIIIIIIIIIIIIIIIIIIII I -IIH I Imm I ERNEST D. FINLEY, OF LOUSEANA, MISSOUR, ASSEGNR F ONE-1HALF T0 THANK W. DBUFFUBI, l LOU'ISIANA., MllSSlUIIE'tX..

klikt-BRAKE EUR EAELRGAD-TRANS,

Specification of Letters Patent.

Patented Amig., 2th, i913,

Application filed August 17, 1917. Serial No. wwwa.

To all whom t may concern:

Be it known that l, ERNEST D. Finnair, a citizen of the llnited States, residing at Louisiana, Missouri, have invented a certain lll - railroad trains.

One objectionable feature ot air brake systems of the kind now in general use isl that if the triple valve sticks when the pressure in the train pipe is reduced to set the brakes, no air Will be admitted to the brake cylinder, and consequently, the brakes Will tail to operate. Likewise, if the triple valve sticks when the pressure in the train pipe is increased to release the brakes, the air cannot escape from the brake cylinder, and consequently, the brakes will remain set. The present air brake systems comprise manually-operable, pressure retaining valves which are adapted to be moved into an operative position by the brakeman so as to retain suflicient air in the brake cylinders to prevent the brakes from being fully released, it being'the usual practice for the brakeman to set the pressure-retaining valve so as to slightly retard the movement of the train when it is traveling down along grade. When the train reaches level track, the brakeman has to restore the pressure-retaining valves to their normal inoperative position, so as to permit the air to escape trom the brake cylinders, and thus fully release the brakes. Consequently, in such a system if the brakeman fails to restore one or more of the pressure-retaining valves to their normal inoperative position, the brakes of the car or cars on which said pressure-retaining valves are mounted will remain partly set, thus impedng the movement ot the train and causing great Wear on the brake shoes.

One object of my invention is to provide an air brake system for railroad trains which is s0 constructed that the brakes Will 0p erate even if the triple valve sticks or fails to operate when the pressure in the train pipe is reduced, and will be released even it the triple valve sticks or tails to operate when the pressure in the train pipe is increased.'

and thus operate the brakes.

Another object is to provide an air brake system of the character just described which is so constructed that failure of the brakeman to restore the pressure-retaining valve to its normal inoperative position will not result in the brakes controlled by said valve remaining partially set.

And still another object of my invention is to provide an attachment for air brake systems of they kind now in general use which overcomes the principal objectionabley features oi such systems previously pointed out,

To this end l have devised an air brake system which comprises means for causing air to pass from the train pipe into the brake cylinder when the pressure in the train pipe is reduced under ordinary operating conditions to set the brakes, even though the triple valve sticks or fails to operate, thereby causing the brakes to be set. Said system also comprises means for permitting air to escape from the brake cylinder when the pressure in the train pipe is increased, even though the triple valve sticks or fails to operate. Various means can be used for carrying out my invention, but the means that l prefer to use for effecting the admission of air from the train pipe into the brake cylinder, when the pressure in the train pipe is reduced, consists of a spring-pressed piston arranged in a cylinder that communicates With the train pipe and a valve governed by said piston and arranged so that it controls the passage of air through an air line which leads from the train pipe to the brake cylinder. When the pressure in the train pipe is reduced to a certain degree, said piston Will move under the influence of its spring, andA thus permit the valve governed by same to move into such a position that air can pass from the train pipe into the brake cylinder, 'llhe means that governs the discharge of the air from the brake cylinder, when the pressure in the 'train pipe is increased, also consists of a spring-pressed piston arrangedin a cylinder that communicates with the train pipe and a valve controlled by said piston and constructed in such a. manner that it Will open,

and thus permit the air to escape from the brake cylinder` Whenever the pressure in the train pipe is increased to release the brakes, thereby insuring the release of the brakes,

even though the triple valve sticks or fails to operate.

Figure 1 of the drawings is a horizontal sectional view, illustrating an air brake system constructed in accordance with my invention; and y Figs. 2 and 3 are detail sectional views of the air line, illustrating the restrictions that are preferably arranged in said air line between the train pipe and the brake cylinder.

I have herein illustrated my invention embodied in an air brake system of the kind now in general use which comprises a brake cylinder A, an auxiliary air tank B and a triple valve C which causes air to pass from said air tank into the brake cylinder, and thus operate the brakes whenever the pressure in the trainV pipe D is reduced under ordinary operating conditions, and also causes air to escape from said brake cylinder whenever the'pressure in the train pipe is increased, said system also comprising a pressure retaining valve E that is adapted to be operated by the brakeman so as to retain sufficient pressure in the brake cylinder to hold the brakes partially set, as, for example, when the train is traveling down a long grade. The elements above referred to are of well known construction and form no part of my present invention. My invention consists in an air brake system, which, in addition to the elements above mentioned, comprises two cylindersl and 1 that communicate with an extension 2 of the train pipe, spring-pressed pistons 3 and 3 arranged in the cylinders 1 and 1, respectively, a valve 4 controlled by the piston 3 for governing the passage of air through the air line 5 that leads from the extension 2 of the train pipe to the brake cylinder A, and the valve 4 controlled by the piston 3 for governing the escape of air from the brake cylinder to the atmosphere. The cylinders, pistons and valves just referred to may be of any preferred construction, but I prefer to ilse piston type valves which move in one direction under Vthe inucnce of springs when the pressure in the train pipe is reduced, and move in the opposite direction under the infiuence of the pistons that control same when the pressure in the train pipe is increased.

In the form of my invention herein illustrated the cylinders 1 and 1 are both mounted on a casting that forms one end of said cylinders, said casting being carried by the extension 2 of the train pipe. The opposite end of each of said cylinders is closed by a plug 7 that is screwed into same and a cap piece 8 screwed onto the end of the cylinder and threaded oppositely to the plug 7 so as to lock said plug in operative position. The pistons 3 and 3 are provided with piston rods 9 and 9, respectively, that project outwardly through the ends of said cylinders, and springs 10 and 10 are combined with said pistons so as to move them inone direction, to the right, looking at Fig. 1, when the pressure in the trainpipe D drops below a certain degree. The valves 4 and 4 are piston type valves which are -reciprocatingly mounted in cylinders 11 and 11, respectively, said valves being moved in one direction, to the left, looking at Fig. 1, by means of adjustable extensions 12 and 12 on the piston rods 9 and 9, respectively, that bear against the ends of piston rods 13 and 13, respectively, on said valves. The valves 4 and 4 are moved in the opposite direction by means of springs 14 and 14 which are interposed between the valves 4 and 4, respectively, and the ends of the cylinders in which said valves are mounted. The adjustable extensions 12 and 12 on the pistons 3 and 3, respectively, are preferably formed by short rods that are screwed into abutment blocks 15 and 15 on the piston rods 9 and 9, respectively, said abutment blocks normally bearing against a stationary abutment 16, as shown in Fig. 1, when the train is running along with the brakes released. The abutment blocks can either be permanently connected to the piston rods that carry same and the extensions on said blocks a'djustably connected thereto, or vice versa, the purpose of providing the piston rods 9 and 9 withv adjustable extensions being to facilitate the adjustment of the valves 4 and 4. The air line 5, previously referred to, leads from the casting G to one side of the cylinder 11, and thence from the opposite sideof said cylinder to the brake cylinder A. An extension 5 that is tapped onto the air line 5 at a point between the brake cylinder and the cylinder of the valve 4, leads to one side of the cylinder 11, and an outlet pipe 5l leads from the opposite side of said cylinder 11. The valves 4 and 4 are each provided with an annular groove m so that when the groove :z: in the valve 4 registers with the air line 5, air can flow through said line from the train pipe and enter the brake cylinder, and when the groove m in the valve 4 registers with the extension 5 of the air air line and the outlet pipe 5b, air can escape from the brake cylinder to the atmosphere. The ain line that I prefer to use for conducting the air from the train pipe into the brake cylinder is of small cross-sectional area, preferably a one-eighth inch pipe, and in order to prevent the air from rushing into the brake cylinder or escaping from said brake cylinder quickly, I have provided the air line 5 with two restrictions formed conveniently by perforated diaphragms or bailies that are arranged in the air line 5, as shown in Figs. 2 and 3. One of said restrictions, which I have designated by the reference character 17, is arranged in Lampes the air line in proximity to the point Where said air line is connected to the casting 6,

and the other restriction, which 1 have designated by the reference character 17a, is arranged in said air line at a point between the brake cylinder and the extension 5'h1 of said air line through Which the air escapes to the atmosphere. ll also prefer to arrange a check valve 18 in the airline 5 in proximity to the point Where said air line leads away from the cylinder 11, so as to hold the brakes set by preventing the air in the brake cylinder from escaping back through the air line 5 and entering the train pipe When the pressure in the train pipe becomes abnormally reduced, as, for example, in case of an emergency stop, or When the train pipe breaks. While l have herein illustrated the cylinders 1 and 1a as being substantially the same size as the brake cylinder, in actual practice the cylinders 1 and 1 are comparatively small, as are also the valves l and ia and the various parts that coperate With said elements.

When the train is running along under normal conditions the parts previously described occupy the position shown. in lFig. 1. "When the engineer desires to stop the train he reduces the pressure in the air pipe D, thereby causing air to be admitted from the auxiliary air tank D into the brake cylinder A., if the triple valve C operates properly or does not stick. irrespective of Whether or not the triple valve C operates properly, air Will pass from the extension 2 of the train pipe through the air line 5 and enter the brake cylinder A Whenever the pressure in the train pipe drops to a certain degree, for

example, sixty pounds, owing to the fact..

that the reduction of pressure in the train pipe permits the pistons 3 and 3a to move to the right under the inHuence of their springs, thus causing the valve 4L to open by the annular groove m in same moving into registration vvith the air line 5 and the valve la to close by the annularl groove in same moving` out of registration With the extension 5a of said air line.

lFrom the foregoing it Will be seen that in my improved air brake system there is no possibility of the brakesl failing to operate in case the triple valve sticks, because said system comprises means for causing air to pass from the train pipe directly into the brake cylinder Whenever the pressure in the train pipe is reduced suiliciently, under ordinary operating conditions, to set the brakes.

` When the engineer desires to release the brakes he increases the pressure in the train pipe D to normal, which is usually ninety pounds, thereby causing the air which had previously been admitted to the brake cylinder to escape therefrom, it the triple valve C operates properly. Failure of the triple valve C to operate properly, however, does not result in the brakes remaining set, be-

cause Whenever the pressure in the train vpointed out, my improved air brake system eliminates the possibility of the brakes draggine or remaining partially set, in case the bra renian fails to restore the pressure-retaining valve to its normal position after the train has traveled down a grade, owing to the tact that when the pressure in. the

train pipe D is normal, the valve'ila Will occupy such a position that one end of the brake' cylinder is in direct communication With the atmosphere through the air line 5, the extension 5a ot same, the groove in the valve la and the outlet valve 5b.

,Having thus described my invention, What l claim, and desire to secure by Letters Patent, is:

1. An air brake system for railroad trains, comprising a train pipe, a brake cylinder, a device tor causing air to be admitted to said brake cylinder to set the brakes When the pressure in the train pipe is reduced, and an automatically operating means separate and distinct trom said device for causing air to pass'from the train pipe into the brake cylinder Whenever the pressure in the train pipe is reduced so as to insure the operation of the brakes in case said device fails to operate properly.

2. An air bra-ke system for railroad trains, comprising a brake cylinder, train" pipe, a device for causing air to be admitted to said cylinder to set the brakes when the pressure in the train pipe is decreased and to permit air to escape from the brake cylinder so as to release the brakes when the pressure in the train pipe is increased, and an automatically operating means separate and distinct from said device for causing air to pass from the train pipe into the brake cylinder when the pressure in the train pipe is decreased belovi7 a certain degree under ordinary operating conditions and to permit air to escape from the brake cylinder When the pressure in the train pipe is increased reduced under ordinary operating conditions seid me in the tr: 1t opere -e breites, one of ed hy the pressure ccnstructed that sir breite system for r is comprising e brake cylinder r i auxiliary air tenir9 trip yelye g sir to pees 'freni tenir e cylinder when the presen; fe pipe is reduced und f epe trom the brake cyli scure in the trein pipe is in n'zlres, und seperate an ticelly-opereting means go sure in the trein pipe for *e i the pipe 'the l.err

the pressure in the trein ,A under ordinary operating yce 'for permitting to esce/*e le cylinder to the etrncspl ssure in the trein 'pipe is incre ordinary operating cenditionsn sir brake system for railroad f* Y L ising triple valve e mission and exhaust of the air h 'ze cylinder, and automatically@ e' means se'ifierute and distinct from su t 7e for causing the brel-res to ect iiE triple 'valve fails to operate when the pressure in the train pipe is reduced er*- izry operating conditions and ceus- .d the hrelres to he released if the triple yelye fails to act when the pressure in the trein pipe is increased under ordinary @peruting conditions.

in attachment for air brake systems, comprising automatically operating ineens governed by the pressure of the air in the trein pipe for causing air to pass from the trein pipe into the brake cylinder Wlien the pressure in the trein pipe is decreased under ordinary operating conditions to set the brakes and for causing air to escape rom the brake cylinder so as to release the brakes when the pressure in the trein pipe is increased.

7'. fin attachment for air brake systems, comprising en eir line leading from the trein pipe te the brake cylinder, e valve 'for governing the passage of air through seid .line into the brake cylinderj und en automatically-operating means governed by the pressure in the trein pipe for controlling the operation of seid valve when the pressure in the train pipe is increased under crdinery o eeruting conditionsn 8. An attachment for air brake systems, comprising two automatically-operating means governed by the pressure in the trein pipe for admitting air to the brake cylinder when the pressure in the train pipe is reduced under ordinary operating conditions and for permitting air to escape from the brake cylinder when the pressure in the A hr A -w @Ofi L in sir breite cylinder9 from se] oi en exhaust v gcyerned 1ey the "fessi for coritrcllingair 1 li'e cylinderS 1,

from seid tin, branch lesdin, P

sphere, au ef -e en exhaust by the i r contrclling op* e cheek vulve i cir-ting the 'i bucking up edmission vr-.lys is It, in sir ii A ire cylinder, e in its open posici om the trein pipe i outlet veli/'e5 u iosition, estshlishes U@een the brake cylint'L pliersg end ineens governed sure in the velye closed and seul outlet yelye cjv the hrelres of the ere releesed or ot in service.

LZ. An eir uralte systerci9 comprising brake cylinder, e trein pipe, an sir leading from said train pipe te seid brake cylinder, e normally closed yelve that gore erns the passage ci@ through seid sir line into the brake cylinder, e cylinder communicating with the train pipe prt vided With e piston that governs the operetion of seid Valve,

13. in air lorelre system7 comprising e brake cylinder9 e treir piper eir line lee-d ing from seid trein to seid hrelre cylinder, e normally closed 'vulve that goyerns the lereke cylinder e cylinder communica-tin "with the trein pipe end preyided with piston that governs the operation of seid vulve, and an adjustable ineens' for' treinsmitting movement from seid piston tc seid yelve.

14;. An air brelre system, comprising e brake cylinder, e train pipe, en sir line leading from seid train pipe tc said brake cylinder, e valve that normally prevents the air from passing through seid eir line, e spring for moving seid Valve in one direction, and means under the iniuence ci? the air in the train pipe for moving said 'valve in the opposite direction.

l5. An air brake system, comprising e,

' navegas bra-lm cylinder, a train pipe, an air line leading trom said train pipe to said brake cylinder and provided with a branch that leads to the atmosphere, a normally closed admission valve that governs the passage of the .air through said air linel` a normally open exhaust valve that governs the discharge of air through said branch, and .cylinders communicating with the train pipe and provided With spring-pressed devices that gov-y ern the operation of said valves.

16. An air brake system, comprising a brake cylinder, a train pipe, an air line leading from said train pipe to said brake cylinder and provided With a branch-that leads to' the atmosphere, a normally closed admission valve that governs the passage of the air through said air line, a normally open exhaust valve that governs the discharge 0 erence to the pistons that control the opera.-

tion oit" same.

17. An air brake system, comprising a brake cylinder, an auxiliary air tank, a train pipe, a triple` valve, a pressure-retaining valve, a. normally closed valve governed by the pressure in the train pipe for permitting air to pass from the train pipe into the brake cylinder when the pressure in the train pipe is reduced, and a normally open valve governed by the pressure in the train pipe for permitting Vair to escape from the brake cyls@ inder when the pressure in the train pipe is increased to release the brakes. 18. An air brake system, comprising a brake cylinder, an auxiliary air tank, a train pipe, a device that is adapted to be rendered 4:@ operative bythe reduction of air in the train pipe for permitting air to pass from said tank into the brake cylinder and also rendered operative bythe increase of the pressure of the air in the train pipe for pert@ mitting air vto escape from the brake cylinder, a pressure-retaining valve, an air line leading from the train pipe to the brake cylinder and provided with a branch that leads to the atmosphere, a spring-pressed @t admission valve in said branch, and cylinders communicating with said train pipe and provided with means that govern the operation of said admission valve and said discharge valve.

animer n, sinner, 

